Log turner



J. A. WEBER Oct. 11, 1949.

LOG TURNER 5 Sheets-Sheet 1 Filed Sept. 15, 1944 INVENTOR.

JOHN A. WEBER BY' ATTO R N EY Oct. 11, 1949. J. A. WEBER 2,484,362

LOG TURNER Filed Sept. 15, 1944 s Sheets-5hbet zm Fig 5/ INVENTOR JOHN A. WEBER ATTORNEY Oct. 11, 1949. J. A. WEBER 2,484,362

LOG TURNER Filed Sept. 15, 1944 5 Sheets-Sheet s INVENTOR. JOHN A. WEBER ATTORNEY J. A. WEBER Oct. 11, 1949.

LOG TURNER 5 Sheets-Sheet 4- Filed Sept. 15, 1944 I INVENTOR JOHN A.wEBER ATTORNEY J. A. WEBER LOG TURNER Oct. 11, 1949.

5 Sheets- Sheet 5 Filed Sept. 15, 1944 INVENTQR JOHN A WEBER ATTORNEY Patented Oct. 11, 1949 LOG TURNER John A. Weber, Portland, Oreg., assignor to John T. Anderson, Portland, Oreg.

Application September 15, 1944, Serial No. 554,253

6 Claims. 1

This invention relates to log turners and is particularly adapted to standard saw mill carriages and log decks.

The primary object of my invention is to provide a log turner device that will speed up the log turning operation.

Another object of my invention is to provide a log turning device that will not destroy or mar the lumber.

A still further object of my invention is to prevent damage to the carriage in the turning of large logs.

A further object of my invention is to design a log turning device that can be readily adapted to any standard saw mill carriage.

These and other incidental objects will be apparent in the drawings, specification and claims.

Referring to the drawings:

Figure 1 is a plan view of my new and improved log turning device mounted upon a saw mill carriage of conventional design.

Figure 2 is a sectional end view, taken on line 2-2 of Figure 1, looking in the direction indicated, illustrating the mechanism for moving the log toward the knees of the head rig.

Figure 3 is the same view as Figure 2, but illustrating the log being moved towards the knees of the head rig.

Figure 4 is a sectional view, taken on line 4-4 of Figure 1, illustrating the raising means for operating the mechanism illustrated in Figures 2 and 3.

Figure 5 is an end sectional view, illustrating the lo turning arm and its associated operating elements, the same being taken on line 5-5 of Figure 1, looking in the direction indicated.

Figure 6 is a fragmentary end sectional view of the carriage and log skid having specially designed log stop and glider mounted thereon.

Figure 7 is a fragmentary detailed sectional view of the log turning arm and its associated driving elements.

Figure 8 is a fragmentary plan view of the log turning arm, partially in section, illustrating the operating mechanism connected thereto for raising the arm and turning the log.

Figure 9 is a plan view of the log skid illustrating my new and improved log stops and glider mechanism.

Figure 10 is a fragmentary sectional view of the log transfer chain arrangement, taken on line Ill-I0 of Figure 3, looking in the direction indicated.

lution clutch. used in the operation of my new and improved log turner.

Figure 12 is a sectional side view of the clutch, taken on line I2I2 of Figure 1.

Figure 13 is a fragmentary plan viewof the clutch operating mechanism, taken on line I3.-I 3 of Figure 12.

In the drawings:

A conventional saw mill carriage is indicated by numeral I, mounted upon the usual supporting wheels 2 and running on tracks 3 and i. I will first describe the construction and operation of the log turner, which consists of one or more arms 5, each pivotally mounted upon a shaft 5 journaled within suitable bearings I mounted and secured to the frame 8 of the carriage.

The shaft dis fixedly mounted within the arm 5 by the key 6A (Fig. 7) and revolves within the bearings 1. Fixedly mounted to the shaft 6 is a spur gear 9, this gear is driven by the gear [0, which is keyed to the stub shaft I I running within the bearing I2. There are a limited number of teeth I3 formed upon the gear ill for driving the gear 9 only a partial revolution, while the gear Ill makes a complete revolution. The gear 9 raises the arm 5 to a predetermined angle relative to the head block, therefore, when the gear It has travelled the distance covered by the teeth I3 these teeth will disengage from the gear 9 allowing the arm 5 to return to its lowered position against the stop 5. See Fig. 5.

The shaft I I has a sprocket I4 fixedly mounted thereto and driven by the chain I 5 from the countershaft I6, which is journaled to suitable bearings I! upon the frame of the carriage. The countershaft I6 has sprockets I8 keyed. thereto and driven from the clutch assemblies 29 and through the chains 2I and 22. The clutches 20 and 2!! provide two different speeds for driving the counter shaft I6.

'A driving shaft 'is driven by a motor 50 and Figure 11 is a sectional end View of a one revo- 55 speed reducer ii I, and is journaled within bearings 25 on the carriage. A drum 2'! is fixedly secured to the shaft 25 by the key 28 (Fig. 12) and revolves therewith. Rotatably mounted on the shaft 25 are the clutch units 2|] and 26', consisting of a hub 3|, driving arm 30 and a housing 32, having a locking mechanism mounted therein. This locking mechanism consists of a sliding bolt 33 and works within the grooves 34 of the housing 32. The bolt 33 is forced toward the drum 21 by the spring 35. The spring 35 has its outer end resting against a suitable stop 35' and its opposite end against the bracket arm 31 of the bolt 33. The bolt 33 is held out of engagement with the stops 29, forming part of the drum 21, by the holding bar 38.

The holding bar 38 is pivotally mounted to the frame of the carriage at 19 on its one end, having its opposite end it resting upon the clutch assem'blies. See Fig. 4. Adjustably mounted upon 1e holding bar 33 is a cam assembly 38' (Figs. 11 to 13), having a cam surface 46 extending downwardly therefrom in a vertical plane. This cam is for the purpose of disengaging the bolt 33 from the stops 29 within the drum 21. An upwardly extending boss 39 forms part of the bolt 33.

In the operation of the clutch, the side 55 of l the boss 39 engages the side 86 of the cam assembly 38, holding the bolt 33 out of engagement with the stops 29. Guides 32, forming part of the clutch assembly extend upwardly and engage the side of the cam assembly to relieve the latter from the tension of the spring 35, while the clutch is being held out of engagement.

Referring to Figure 4, when it is desired to operate the clutch, which is a one revolution type of clutch, the pedal 42 is lowered pivoting the arm 43 about its center and raising the end Ml of the holding bar 38 and its cam assembly out of engagement with the upwardly extending boss 39, allowing the spring to force the locking bar 33 into engagement with the stops 29 of the drum 27, which will rotate the clutch assembly withthe shaft 25, driving either of the chains 2! or 22 by sprockets 23 and 24, whichever was selected, and rotating the countershaft it and operating the log turner arm 5, as heretofore described. The sprockets 23 and 26 are respectively keyed to the hubs 3| of the clutch assembly.

The pedal 42 is operated momentarily and immediately released, allowing the holding bar 38 to lower to its normal position where the cam will be in line with the upwardly extending boss 39 when one revolution has been completed by the clutch assembly. The sloping surface t! of the upwardly extending boss 39 engages the sloping surface ii] of the cam assembly 38, camming the locking bolt 33 out of engagement with the stops 29, after which the surface it of the cam assembly 38 will hold the boss 39 in retra'oted position, as shown in Figure 13. The boss, on further travel, will contact the Surface =18 of the stop 39, holding the clutch assembly from further rotation.

The object of having the double clutch assemblies 20 and 26 is to provide two speeds for the countershaft 16, as the sprocket 23 of the clutch assembly 20 is larger than the sprocket 24 of the clutch assembly 20, it can be readily understood that these diiferent speeds may be had. through the selection of either of the clutch assemblies. The reason for the different speeds to the countershaft I6 is to impart a faster or slower turn to the log through the arm 5 and this speed will be determined by the turning speed of different types of logs.

I will now describe the operation of the transfer chain assemblies 52 and 53, which are mounted transverse the carriage l. Each of these assemblies consist of side frames 54 and 54', which are fixedly secured to the carriage by suitable fastening means. An arm 55 is pivotally mounted between these frames at 56 and has cams I031 extending downward therefrom for resting on the eccentric 51, which is fixedly secured to the countershaft 58 by any suitable means. See Figs. 2 and 3. A chain 54A, preferably of the roller 4 type, is trained about the upper surface or ridges 55 of the arm 55, curving about the end 55". The chain is driven by the sprocket 25, which is keyed to the driving shaft 25 and is driven constantly therewith. The lower run of the chain 5 1A travels over the idler wheel 5'! which is rotatably mounted to the countershaft E3.

in the operation of my transfer chain, referring to Figures 2 and 3, when it is desired to move the log towards the headrig lei, after it has been the countershaft 53 is revolved one-half revolution bringing the eccentric 5? to the position shown in Figure 3. This is accomplished by operating the clutch assembly 28", which, preferably, is substantially identical to the clutch assemblies 2:3 and 2&1. The clutch 20" will turn one revolution, driving the countershaft 58 onehalf of a revolution through the sprocket I85, chain ifii and the driving sprocket I63, (Fig. 4) the driving sprocket its being one-half of the diameter of the sprocket m5, thereby rotating the countershaft 53 to the position shown in Fi ure 3. its the chain 56A operates continuously there will be a movement towards the head rig by the log until the arm 55 is lowered by again operating the clutch assembly 25", rotating the countershaft to the position shown in Figure 2, thereby lowering the transfer chain assembly to inoperative position.

will now describe the operation of my deck rolls. Referring to Figures 6 and 9, I replace the ordinary deck rolls with what I term gliders, indicated by numeral es. These gliders are pivotally mounted to cross shafts 3 l which are jour naled within brackets or frames 9 l, which in turn are mounted upon the framework 6! of the log deck GI. Eccentrics 33 are fixedly mounted to the cross shaft 8G. The cross shaft 8% is driven by the clutch assembly 85, which is mounted on the countershaft 75. The clutch assembly and its drive sprocket drive the shaft at through the chain ill and driven sprocket 38 when the clutch is engaged.

Referring to Figure 6, the glider is shown in raised position having the log 63 resting thereon after being turned by the turner arm 5. When the turner arm drops back into inactive position the log will glide over the surfaces 82 and the rollers 32 of the glider bars 86 towards the head rig and over the transfer chain assemblies and which will then be raised as heretofore described, transferring the log towards and against the knees it! of the carriage. The log will then be shifted into sawing position by the usual method of moving the knees ill] or head rig towards the saw. The construction of the clutch assembly is the same as that of the clutches and a one revolution type clutch, having the holding bar as operated through the cable system 323 from the operators station.

When the holding bar is momentarily operated by means of the cable 933, the eccentric 83 is raised to the position shown in Figure 6, the clutch 85 making one revolution and pivoting the eccentric to the position shown, whereupon the holding 89 operates to disengage the clutch, as heretofore described with respect to the clutches 2d and 29'.

When it d sired to lower the glider bars 86, the cable is operated, causing the clutch assembly 85 to pivot the eccentric 83 to its lower position, all-wing the glider bars Bil to pivot to their inactive positions, as shown by the dotted lines $5.

The log E3 resting on the log deck skid in Figure 6. The stop is normally in the posijtion'shown in Figure 6, but when it is desired to allow the log to enter its position over the glider bars, the clutch assembly 16 is operated by its holding bar 11 and cable 18, rotatin thejeccentric HI one revolution within the eccentric ring 69,

which in turn transfers this motion through the connecting-rod 68 to the pivot 51 of the holding bar 64, thereby rocking the bar about its center shaft 65, releasing the log 63, allowing it to roll down the skid 6|. The holding bar 64 is half moon in shape and the pivot point 61, when raised by the eccentric 10, will give the log 63 an initial boost if necessary, causing it to roll down the skids.

A shock absorber arrangement is provided for the connecting rod 68, through the action of the movable connecting yoke 66, which is slidably mounted within the guide way 66' of the connecting rod 58 and working against the spring 68 forming part of the connecting rod assembly. This shock absorber absorbs the shock of the log when rolling down the skid and against the top 64. Suitable means is provided for preventing any movement of the stop 64 until operated by the clutch assembly. This holding mechanism may consist of a ratchet wheel H, fixedly mounted to the countershaft 10' and held from back rotation by the pawl 12. The countershaft I is mounted within suitable bearings attached to the skid way and is driven through a chain 13 from the driving sprocket M associated with the one revolution clutch assembly 16. The clutch assemblies 16 and 85 are mounted to the countershaft 15, which in turn is driven by the motor 92, speed reducer 93, chain 94 and driven sprocket 95, see Figure 9.

In the operation of my new and improved log turner the log 63 is released by the locking bar 64 by the operation of the clutch assembly 16, through the control cable 18. This will cause this assembly to rotate the eccentric 19 one revolution, lowering the stop 64 and releasing the log and raising the stop again to catch the next log to come. The leg 63 then rolls into position over the glider bars 80, transfer chain assemblies 52 and 53, which form part of the carriage as heretofore described. The log will come to rest against the knees [0! on the carriage, which will position the same to sawing position.

After the proper number of cants are removed from the log the log will then be turned by the turning arm 5, which is operated by either the clutch assembly 28 or 2% as heretofore described. At the same time the glider bars 30 will be raised to the position shown in Figure 6, as heretofore described, through the clutch assembly 85, the log will strike the glider bars 80, as illustrated in Figure 6, and when the turning arm is lowered the log will glide back on to the carriage over the surface 82 and roller 32' at which time the transfer chains 54A will be raised to the position shown in Figure 3, as heretofore described, which will move the log 63 back against the knees IDI of the head rig, at which time the transfer chains will be lowered to the position shown in Figure 2 and the head rig I will move the log forward to the cutting position shown.

It will be noted in all of these operations that the log is handled by lifting or moving Without hooks or the like marring the timber. This is one of the primary objects of my invention, preservation of the lumber which can be accomplished '6 through the use of my invention haViIIgHO'hOOl'IS of .any sort grabbing into the log. v

. I do not wish to be limited to the exact structure or mechanical'parts, as other mechanical equivalents may be substituted, still comin within the scope of. my claims.

I claim:

1. A log handling mechanism comprising a log deck, a carriagemovable to a position adjacent said'logdeck, a shaft journalled on said carriage, a log turning arm rigidly mounted on saidshaft and normally held by gravity in a horizontal inoperative position, a spur gear keyed on said shaft, a stub shaft journalled on said carriage, a mutilated gear mounted on said stub shaft and engageable with said spur gear to move said turning arm, said gears being engageable for a partial revolution of the spur gear while the mutilated gear makes a complete revolution to swing the turning arm upward to a predetermined position for turning the log and then said spur gear and turning arm moving back to a normal position to releas the log, means for driving said mutilated gear to operate said arm, glider bars movably mounted on said deck to receive the log as it is turned by said arm, and means for moving the glider bars to positions inclined toward said carriage to move theturned log toward and onto said carriage after the turning arm has returned to normal position.

2. A construction as defined in claim 1 wherein the glider bars are pivotally mounted with respect to the deck and are normally below the plane of the deck, and wherein the means for raising said glider bars above the plane of the deck to position the operative surfaces of said glider bars at an incline toward the carriage operate during operation of the turning arm.

3. A construction as defined in claim 1 wherein said means for driving said mutilated gear includes a driving shaft having independent chain and sprocket connections with said mutilated gear, the sprockets on the driving shaft varying in diameter to impart variable speeds to said mutilated gear, and manually operable clutches for selecting the particular sprocket to be driven by the driving shaft to selectively control the speed of operation of the turning arm.

4. A construction as defined in claim 1 wherein the means for driving said mutilated gear includes clutches each comprising a driven drum having peripheral and independent stops, a clutch unit on each side of the drum, a sliding bolt in each unit to cooperate with the independent stops of the drum, means for automatically operating each bolt into clutch cooperation with a selected stop in the drum and a manually operable element to automatically withdraw the bolt from clutching operation with the said stop of the drum following one revolution of the drum.

5. A construction as defined in claim 1 wherein the means for driving said mutilated gear includes clutches each comprising a driven drum having peripheral and independent stops, a clutch unit on each side of the drum, a sliding bolt in each unit to cooperate with the independent stops of the drum, means for automatically operating each bolt into clutch cooperation with a selected stop in the drum and a manually operable element to automatically withdraw the bolt from clutching operation with the said stop of the drum following one revolution of the drum, and means on the element to normaally hold the bolt against clutching cooperation with the stops of the drum.

6. A construction as defined in claim 1 wherein 'fhe glider arms are'each provided in its log 4211- UNITED STATES PA'I'ENTS' gaging surface with a roller projecting beyond such-10g engaging surface to elevate the end of ggzg h 10g m wn oward the arrxagm 561,396 Hicks June 2 1896 1 I 1,099,221 Weber June 9, 1914 "JOHN 1,721,835 Schnell July 23, 1929 I 1,755,087 Trullinger Apr. 15, 1930 REFERENCES CITED 1,765,492 Lucas June 24, 1930 The following references are of record in the I 1,786,351 Le'Bus Dec. 23,1930 1116 of this patent: 1,842,465 Weber Jan. 26, 1932 2,304,360 Horstkotte Dec. '8, 1944 

